The "Paperclip Test" - So called because all you need is a bent
paperclip to short two pins together in the diagnostic plug.
Diagnostic codes are flashed through the instrument panel warning
lights.

Locate your
diagnostic plug. Under the bonnet, upper right hand corner near the
scuttle; next to the alarm horn.
Unplug the diagnostic plug from the socket holder.
Short pins A + B in the plug as shown in the diagram
Turn on ignition and start the engine
The orange engine management fault light, in the dash, should flash with the fault code list.Three 12's are the code separator so the list starts with three 12's
and three 12's are used to separate each code. Each fault code is also
repeated three times.

NOTES

# Mid & Late model calibra V6's (94 on) : all Traction Control ecu codes can only be
read through main Motronic ECU via Tech1 reader. If this is the case
you will not see a pin at position J

# Reset Fault Codes : Engine codes should disappear after the
fault has been repaired and the car has been restarted 25-30 times / driven 200
miles.
Alternatively you can disconnect the battery for 10 mins - 30 mins to clear all codes. Airbag light
SRS fault can only be cleared with a dealer "Tech1" device. If
you disconnect the battery for a prolonged period of time the ECU will need to
"relearn" the cars specific settings again. Normal re-learn period is
200-250 miles

# Some faults will cause the ECU to
go into a 'limp' mode. This is usually noticed by a big drop in
performance and an imposed rev limit of around 3500/4000 rpm. The ECU does
this as it believes it can no longer reliably monitor engine feedback
and running using normal ECU maps
could damage the engine. In this mode the ECU substitutes several
live sensor values for safe defaults.

# 60% of all Motronic faults will be
corroded, loose or bad wiring, dirty connections or just transient non
recurring faults. The rest are usually genuine failed sensor/component
faults. If you have multiple faults then always first
check battery
and alternator system also all earth points. Modern ECU's are
sensitive to voltage supply level and quality; if there's a problem
with supply then the ECU can kick up all sorts of apparently unrelated
fault codes.

# Is your fault code related to any
work recently carried out on your calibra. Could cables and connectors
have been disturbed or even left disconnected. Replacing the alternator is
a classic for causing a loose earth wire on the oil pressure gauge
sender, for example (the jumping oil pressure gauge needle problem !).

Calibra V6 (late RHD model) Module
Locations:

Motronic ECU
:

Drivers footwell upper bulkhead

Traction Control
ECU:

Bulge between passenger seat and
passenger door

ATWS ECU
:

Passenger footwell upper bulkhead

Check
Control Unit :

For instrument cluster warning
lights - behind glovebox

ABS ECU
:

Engine bay - black box by ABS valve
block

Airbag Control
Unit:

Under console between front seats

Central Locking Control Unit:

Drivers footwell
lower bulkhead

Fuel Pump Relay:

Drivers footwell lower bulkhead

Immobiliser ECU:

Underneath
steering column

V6 Calibra - Known ECU & Sensor
issues

Front Knock Sensor (code 16
or 17)
- One of the most common V6 faults.
First check and clean knock sensor connectors. Also check integrity of
sensor - needs to be tightened to the engine block to the correct
torque. This is important as the knock sensor is essentially a
microphone designed to pick up on certain frequencies of engine
vibration and alert the ECU. Bad wiring loom to knock sensor connector
is also a common V6 fault; suspect this if all other trouble shooting
has failed. Degraded loom causes
signal loss. Replace loom from ECU to sensor connector (through
bulkhead).
It has been reported that in some cases the front and back knock
sensors are in the opposite order. In these cases a fault code
16 actually refers to the rear engine knock sensor (at back of engine
back nearest windscreen). If unsure check by disconnecting each sensor
in turn and driving as short distance to check which fault code has
been triggered.

Installed in the exhaust down pipe this
sensor measures the level of unburnt fuel in the exhaust stream and
feeds this back to the ECU to help control fuelling (closed loop mode
operation). Common fault code 13, 38
or 39, a failing sensor does not
always cause a fault light as its' sensitivity fades slowly over time.
Symptoms include poor fuel economy, running rich. Can cause mid range
acceleration 'lags' where the engine feels like it is hesitating
slightly only in mid range (also hesitates coming off the gas too).
Lambda/Oxygen sensors are designed to fail; they need replacing every
so often (5 to 7 years). Best to replace with genuine Bosch Oxygen
sensor as some universal type oxygen sensors have been known to cause
problems (continue to raise fault codes).

.
Check and clean sensor connector first if you get fault code. Use of
aftermarket air filters (which require oiling to filter correctly) can
damage MAF. Over oiling the filter can cause hot tile to become
contaminated and gives a poor response to air flow possibly leading to
a fault code. Try cleaning hot tile very gently with some alcohol
based cleaning agent. They don't last forever and can fail requiring
replacement. Can check resistance response of sensor to diagnose total
failure of this expensive part.

.
Sensor does degrade in signal response with time, a failing CTS does
not always raise a fault code it just provides the ECU with an
incorrect coolant temperature. Will eventually supply a bad reading
out of ECU tolerance (which is when a code is raised). Symptoms can
include poor start, rough idle and rich running/poor petrol economy.

Camshaft Angle
Sensor (cam sensor)

- code
93 and94 can be listed
as HALL EFFECT SENSOR faults but this refers to the CAS sensor
as the DIS V6 doesn't have a traditional 'in-distributor Hall sensor).
Once again the V6 version of this item appears to be vastly superior
in reliability to that found on the 16v (where is it a very common 16v
problem). Total cam sensor failures can occur, not often. Always check
and clean connector first. Failures can sometimes be linked to recent
cam belt replacement activity where sensor must have been 'disturbed'.

Crankshaft Sensor

-code
19 and31.

Used by ECU to determine engine RPM.

If you get a fault code related to RPM sensor then start the engine
and try reading the codes again with the engine running (this will not
cause any damage - codes were designed to be read with the engine
running). Not a common genuine fault

on the V6, but sensors can fail. As usual check and clean sensor
connector first if a fault is suspected.

DIS Coil Pack &
Ignition Amplifier

-

No relevant fault codes usually raised. It
is rare for the ECU to be the cause of ignition problems. The V6 DIS
coil pack units have a plastic casing, this can crack/micro-crack with
age and heat. Symptoms can lead to misfiring on some cylinders,
sometimes intermittent. Ignition amplifier is a small unit mounted at
the back, and under, the battery tray. This powers the DIS unit and
can fail causing loss of ignition power to one of the coil pack pairs.

Idle Speed
Control Valve

-
Situated under the large V6

air intake manifold. The manifold must be
removed to get at it. Much more reliable than that found on the 16v
calibra - due to the better design of the V6 crankcase ventilation
system. Idle Speed Control Valve solenoid may fail but this is unusual
and does raise a code 56 or 57. Can suffer with dirty or loose
electrical connector to the ISCV. May benefit from cleaning with carb
cleaner if the valve gets sticky. Symptoms, unsurprisingly, are a
rough 'hunting' idle speed.

NOTES:When the ECU is in O2 sensor open loop mode (for a prolonged period)
you will notice a drop in fuel economy. Lambda/O2 sensors should be
replaced every 5 years/50,000 miles. Their response often degrades over
time. This results in poor fuel economy but may not necessarily be bad
enough to fulfil the fault code recognition conditions as detailed above.

Intake air temperature > 0.4 °C (32.0 °F):
80 °C (176 °F) is used as replacement value
Intake air temperature < 0.4 °C (32.0 °F):
Intake air temperature is used as replacement value for 180 s after
engine start, and after that back to 80 °C (176 °F).

Effect:

The learn functions (oxygen sensor control, idle air control and
knock control) are locked and the last valid values are used for
calculation.

Intake air temperature > 0.4 °C (32.0 °F):
80 °C (176 °F) is used as replacement value
Intake air temperature < 0.4 °C (32.0 °F):
Intake air temperature is used as replacement value for 180 s after
engine start, and after that back to 80 °C (176 °F).

Effect:

The learn functions (oxygen sensor control, idle air control and
knock control) are locked and the last valid values are used for
calculation.

Engine load signal is greater than 2 ms and coolant temperature is
greater than 38 °C (100 °F):
The control unit retards the spark timing by up to 13.5 °Crank Angle for
reasons of safety (Value of retard varies depending on the engine speed)

Engine load signal is greater than 2 ms and coolant temperature is
greater than 38 °C (100 °F):
The control unit retards the spark timing by up to 13.5 °CA for reasons
of safety.
(Value of retard varies depending on the engine speed)

Engine load signal is less than 1.5 ms
(Value varies depending on the engine speed)

Engine running in engine speed range 600 rpm to 5000 rpm

The ECU performs an internal knock sensor circuit test every 253
combustions. If this test is not passed, the trouble code is set (ECU
fault).

Replacement Value:

Engine load signal is greater than 2.0 ms and coolant temperature is
greater than 38 °C (100 °F):
The control unit retards the spark timing by up to 13.5 °CA for reasons
of safety.
(Value varies depending on the engine speed)

The ECU calculates with a throttle valve angle of 30 °.
Other functions recognise only partial load and full load.
Recognition depends on the engine load, the engine speed, and the mass
air flow meter signal.

Throttle position sensor voltage is less than 0.1 V
(Short circuit to ground)

Replacement Value:

The ECU calculates with a throttle valve angle of 30 °.
Other functions recognise only partial load and full load.
Recognition depends on the engine load, the engine speed, and the mass
air flow meter signal.

NOTES:
Trouble code 31 is always
displayed when the ignition is switched on. As soon as an
engine speed signal is received from the inductive pulse pick-up sensor
(crankshaft sensor) on starting,
the fault is deleted and does not remain stored if the system is intact .

NOTES:
High voltage usually results from a failing alternator and/or faulty
battery. If the alternator is identified as faulty (with high voltage) it
is highly recommended to change the battery for new as well as the
alternator. It may be possible to repair the alternator (replace voltage
rectifier) but a new or reconditioned unit is recommended.

NOTES:
High supply voltage has disabled the ABS ECU, Airbag ECU or main Motronic
ECU. Check if ABS and Airbag instrument light 'tell tales' briefly
illuminate and are then extinguished on star up. If not investigate supply
to the one which isn't working.

EFFECTS :
The ECU learn functions for Oxygen Sensor, Idle Air Control and Knock
Sensor are locked at the last 'good' values used.

TEST:
Check that the idle air control valve is getting a 12v feed. Disconnect
the plug from the idle valve. Test for 12v between pin 2 inside the plug
and vehicle earth (ground).

NOTES:
Remove and clean ISCV (Idle Air Control Valve) and clean out the attached
length of rubber hose. Clean with "carb cleaner" or similar solvent. Valve
is known to become sticky and resistant to movement.

EFFECTS:
The ECU learn functions for Oxygen Sensor, Idle Air Control and Knock
Sensor are locked at the last 'good' values used.

TEST:
Check that the idle air control valve is getting a 12v feed. Disconnect
the plug from the idle valve. Test for 12v between pin 2 inside the plug
and vehicle earth (ground).

NOTES:
Remove and clean ISCV (Idle Air Control Valve) and clean out the attached
length of rubber hose. Clean with "carb cleaner" or similar solvent. Valve
is known to become sticky and resistant to movement.

TEST:
Check for voltage supply to valve. Disconnect the wiring plug from the
valve assembly. Measure voltage between pin A inside the plug and vehicle
body (ground). Should be > 11 v DC.

NOTES:
Test using Tech1/2 - Fuel Tank Vent Valve actuator test
The tank vent valve is actually a carbon canister purge valve as this is
where the fuel tank vent routes through. It is located under the
alternator cooling fan ducting; the carbon canister is mounted up in the
drivers side wing, behind the wheel arch cover.
When the controlled carbon canister purge valve is opened the engine is
supplied with additional fuel (provided there is adequate fuel vapour
already stored in the carbon canister). This can result in brief
oscillations in engine rpm.

TEST:
Check for voltage supply to valve. Disconnect the wiring plug from the
valve assembly. Measure voltage between pin A inside the plug and vehicle
body (ground). Should be > 11 v DC.

NOTES:
Test using Tech1/2 - Fuel Tank Vent Valve actuator test
The tank vent valve is actually a carbon canister purge valve as this is
where the fuel tank vent routes through. It is located under the
alternator cooling fan ducting; the carbon canister is mounted up in the
drivers side wing, behind the wheel arch cover.
When the controlled carbon canister purge valve is opened the engine is
supplied with additional fuel (provided there is adequate fuel vapour
already stored in the carbon canister). This can result in brief
oscillations in engine rpm.

TEST :
Use multi-meter to measure voltage between pin 1 in the connector
socket (not the sensor pin) and the vehicle body (ground). Reading should
be between 4.8 and 5.2 volts (DC) with the engine running

TEST :
Use multi-meter to measure voltage between pin 1 in the connector
socket (not the sensor pin) and the vehicle body (ground). Reading should
be between 4.8 and 5.2 volts (DC) with the engine running

In this mode the ECU now ignores the AFM signal and uses a set of
replacement values based on engine RPM and Throttle Valve Position Sensor
signal. This will cause a noticeable drop in performance with the engine
feeling more 'hesitant'.

Check wiring loom for short to ground and AFM connector for poor
connection. May indicate failure of Mass Air Flow Meter.

NOTESThe V6 uses a Hot Film Type Mass Air Flow Meter - utilises ceramic tile.
This is more reliable and causes less restriction than the 8v/16v hot wire
type.
If AFM and TPS signals are both bad the ECU uses only two replacement
values based solely on engine RPM.

Also possible to intercept return signal to ECU using piercing probes
between pins 2 (-)
and 4 (+) on the Mass Air Flow Meter.
Normal idle value is between 0.56 and
0.86 volts DC.
This equates to 8 - 18 kg/hr air mass flow.
Snap accelerate should see the voltage rise > 3 v

In this mode the ECU now ignores the AFM signal and uses a set of
replacement values based on engine RPM and Throttle Valve Position Sensor
signal. This will cause a noticeable drop in performance with the engine
feeling more 'hesitant'.

Check wiring loom for short to ground and AFM connector for poor
connection. May indicate failure of Mass Air Flow Meter.

NOTES:The V6 uses a Hot Film Type Mass Air Flow Meter - utilises ceramic tile.
This is more reliable and causes less restriction than the 8v/16v hot wire
type.
If AFM and TPS signals are both bad the ECU uses only two replacement
values based solely on engine RPM.

Also possible to intercept return signal to ECU using piercing probes
between pins 2 (-)
and 4 (+) on the Mass Air Flow Meter.
Normal idle value is between 0.56 and
0.86 volts DC.
This equates to 8 - 18 kg/hr air mass flow.
Snap accelerate should see the voltage rise > 3 v

Ignition/Injection cut off signal from Traction Control ECU is
present for longer than 0.2 seconds

Full load prohibition signal from Traction Control ECU is not once
recognised during the expected time period

OR

Ignition/Injection cut off signal from Traction Control ECU has a
short circuit to battery voltage (+)

NOTE
After each engine start the ECU monitors the signals on terminal 38 (Full
load prohibition signal) and terminal 50 (injection/ignition cut off
signal). The Traction Control ECU sends test signals to these Motronic
main ECU inputs as part of its start up checks. If the Motronic ECU
receives both OR neither of these two test signals then this is considered
normal and evaluated as "Traction Control ECU OK - pass start up test".
If only one of the two test signals are recognised then the Engine
Management fault light is illuminated.

If the ECU is in fault mode (EM light on) because of an fault code 79,
then the full load inhibit signal is ignored completely.

Recognition of more than one phase information during one work cycle
with correct reference mark on cam (Short circuit to ground)

Above condition must be fulfilled for at least 40 times.

EFFECTS:
Engine load signal is greater than 3 ms and coolant temperature is greater
than 38 °C (100 °F):
The control unit retards the spark timing by up to 10.5 °CA for reasons of
safety.
(Value varies depending on the engine speed)

The "Hall Sensor" on the camshaft is used for cylinder recognition. It
informs the Motronic ECU of the camshaft position when cylinder 1 ignites.
The ECU needs this information for accurate fuel injection control and for
adaptive knock control. If the Hall sensor malfunctions the ECU attempts
to use a random time for injector/spark actuation. This can cause a poor
or non-starting engine. If the engine does start with a
malfunctioning cam sensor then expect very poor economy.

Recognition of more than one phase information during one work cycle
with correct reference mark on cam (Short circuit to ground)

Above condition must be fulfilled for at least 40 times.

EFFECTS:
Engine load signal is greater than 3 ms and coolant temperature is greater
than 38 °C (100 °F):
The control unit retards the spark timing by up to 10.5 °CA for reasons of
safety.
(Value varies depending on the engine speed)

The "Hall Sensor" on the camshaft is used for cylinder recognition. It
informs the Motronic ECU of the camshaft position when cylinder 1 ignites.
The ECU needs this information for accurate fuel injection control and for
adaptive knock control. If the Hall sensor malfunctions the ECU attempts
to use a random time for injector/spark actuation. This can cause a poor
or non-starting engine. If the engine does start with a malfunctioning cam
sensor then expect very poor economy.

EFFECTS:If this fault is recognised then full load inhibit signal is ignored
completely by the ECU until fault condition has cleared.

NOTES:
After each engine start the ECU monitors the signals on terminal 38 (Full
load prohibition signal) and terminal 50 (injection/ignition cut off
signal). The Traction Control ECU sends test signals to these Motronic
main ECU inputs as part of its start up checks. If the Motronic ECU
receives both OR neither of these two test signals then this is considered
normal and evaluated as "Traction Control ECU OK - pass start up test".
If only one of the two test signals are recognised then the Engine
Management fault light is illuminated.

Engine management light flashes and car will start - No coding. i.e.
the immobiliser function has been disabled using a Tech1 or it's a new
ECU which is always delivered with the immobiliser function off.

Fault is stored if:
Either the ECU does not recognise the signal format being sent from the
immobiliser
OR
There is no signal coming from the immobiliser

NOTES:If the car will not start check that you are not using the spare key with no transponder chip in
the fob.
Check wiring between immobiliser unit and ECU. Check operation of
Vehicle Speed Sensor wiring. Is the speedo working (late model V6's with
electronic speedo)?

Engine management light flashes and car may not start or will start but
faulty speedo.

Fault is stored if:
The immobiliser signal sent to the ECU is the correct format but it's
the wrong transponder coding. Intermittent faulty wiring/connectors on
speedo circuit.

NOTES:
If the car will not start check that the transponder chip is in
the fob and intact. Check immobiliser transducer pick up unit (plastic
ring unit around ignition barrel).
Check wiring between immobiliser unit and ECU. Check operation of
Vehicle Speed Sensor wiring. Is the speedo working (late model V6's with
electronic speedo)?